Barge



Oct. 27, 1942.-

A. M. KENNEDY- 2,299,992

BARGE Filed May 24, 1939 4 Sheets-Sheet 1 KP. M=g lw A. M. KENNEDY 2,299,992

Oct. 27, 41942.

BARGE 4 Sheets-Sheet 2 Filed May 24, 1939 ZI W $5., KP- M 1942- A. M. KENNEDY 2,299,992

' BARGE -Filed May 24, 1939 4 Sheets-Sheet 4 3 m M j'en bedy,

554, KP. waw

Patented Oct. 27, 1942 UNITED STATES PATENT OFFICE BARGE Andrew M. Kennedy, Sewicliley, Pa.

Application May 24, 1939, Serial No. 275,553

9 Claims.

This invention or discovery relates to barges; and it comprises an improved barge of light and uniformly rigid construction, including a plurality' of parallel substantially U-shaped transverse ribs spaced along the length of the barge, the ribs adjacent each end being of progressively shallower depth and of increasing tilt toward the middle of the barge so as to define rake ends, hull plating welded along the outsides of the ribs so as to form a hull with a central section of uniform cross-section and curving rake ends, and plating welded along the inner sides of the ribs to form in cooperation with the ribs and hull plating, hull walls of box girder type; all as more fully hereinafter set forth and as claimed.

Barges are long shallow draft boats, unpowered, used mostly on inland waterways for carryi'ng coal and like materials. Sometimes they are covered (deck barges) for carrying liquids. In use a number of barges are lashed together end to end or side by side, as a more or less rigid unit, and pushed along by a power boat. Barges must carry a very large pay load in relation to their weight. The hopper capacity must be as great as possible consistent with the required high structural strength. Because of the heavy loading and because of their long, narrow and shallow construction barges are peculiarly subject to strains. Some types of barges now in use are unduly delicate and in particular exhibit weakness at the rake ends, where some of the severest stresses occur. The mass of a loaded barge is considerable, and impact even at low speeds imposes very high stresses on the barge. In general it has been impossible to make a barge of really ample rigidity without unduly increasing its weight.

The best coal barges now in use take the form or riveted or welded steel shells reinforced by bottom girders and vertical side girders riveted or welded to the shell. A keel is often provided for stifiening purposes and inclined or rounded rake ends of built-up construction are attached to the hull. It is found in practice that such barges are particularly liable to damage at the rake ends, and moreover are unduly flexible unless the keel is made very heavy and rigid. In general, conventional steel bargers are to a certain extent copies in steel of the older wooden construction, and they do not take full advantage of steel construction. Above all no barge heretofore known is constructed and arranged to take adequate advantage of welding in steel construction. Such welded barges as have been made I merely substitute Welding for riveting in a structure primarily adapted for riveting.

According to the present invention, there is provided a barge which departs from hitherto known construction and which is constructed and arranged throughout for maximum lightness and rigidity. The barge is of a uniform type of construction from end to end, as distinguished from most of the hitherto-known barges in which the rake ends are more or less separable attachments of a quite diiierent type of construction. The construction is such as not only to simplify manufacture to a considerable extent but also to pro-' vide a barge of uniform strength throughout, without either unnecessarily strong, or excessively Weak, parts. In the present barge'the hull proper is in the form of a box girder, insuring maximum rigidity for a given Weight of steel embodied in the construction.

The new barge includes a set of U-shaped transverse ribs, spaced along the length of the boat and defining an elongated cargo space of uniform cross section. At the ends the ribs are made progressively shallower and moreover are tipped toward the middle of the barge, along radii of a circle, so as to form curved rake ends. Hull plating and curved bilge plating are welded to the outside of all the ribs, inner lining plates are welded along the vertical legs of the ribs, and a formed plate of channel section is welded along the top of the ribs and to the hull plate forming a unitary girder-like gunwale. The hull plating, inner plating and the formed plate cooperate to form the Whole barge as a true box girder. The hopper or cargo space is defined by the inner lining plates, with slanting ends formed of plates also attached in fixed relation to the shallower ribs which makes the rake ends also in box girder form. Air compartments are provided in the rake ends for buoyancy. At each end of the barge are bumper girders and means for distributing bumping shocks throughout the fabric of the barge.

The entire barge is thus of the same type of hollow girder construction, and it is of remarkably uniform rigidity and strength. There are no weak points. The construction is such that the hopper capacity is distinctly greater than in conventional constructions, on a basis of comparison either of the outside barge dimensions or of the tonnage'displacement.

In the accompanying drawings I have shown, more or less diagrammatically, an example of a specific embodiment of a barge within the purview of the invention. In the drawings,

Fig. 1 is a view of the barge, partly in side elevation and partly in vertical section, taken along line l-l of Fig. 2.

Fig. 2 is a view taken along line 2-2 of Fig. 1, with some parts in plan and others in horizontal section,

Fig. 3 is a view in end elevation corresponding to Fig. 1, with parts shown in vertical section,

Figs. 4 to are sectional views taken along lines 4-4, 5-5 Ill-ill, respectively, of Fig. 1,

Fig. 11 is a fragmental sectional View taken along line HIl of Fig. 2,

Fig. 12 is a fragmental perspective View of a modified hopper construction of the barge of Fig. 1,

Fig. 13 is a fragmental perspective view of one rake end of my barge, showing particularly the bumper construction, and

Fig. 14 is a view in end elevation of the barge, with parts broken away, likewise exhibiting the bumper construction.

Referring to the drawings and more particularly to Figs. 1 to 3 and 10, the barge is shown as including in its center section a series of U- shaped ribs 26 having two vertical legs and a horizontal portion as shown, closely spaced parallel to each other and at right angles to the long axis of the barge.

struction with a central welded joint 2! reinforced by an angle iron 22 welded on as shown (Fig. 3). The outside radius of curvature of the bends 23 is usually about 28 inches in a 175 foot barge. Each half of the rib is conveniently formed by bending up a length of channel-beam, cold. This composite rib construction facilitates manufacture although if desired each rib can be unitary; can be bent up from a single length of structural steel. arranged with the open sides of the channels directed toward the ends of the barge; thus the open sides of the ribs face to the left in the left hand half of the barge (Fig. 1) and to the right in the right-hand half. The rib bends 23 are each reinforced by a knuckle gusset-plate 25 welded thereto at 25 (Fig. 3). These plates shorten the lever arm of the vertical rib legs. That is, the plates make these vertical legs stiffer against lateral pressure exerted by loose coal, etc. piled in the barge. These plates stiffen the ribs and are important, because any transverse spreading at the top of an open barge under the influence of a heavy load, is very undesirable.

Sheets of hull plating 21 and curved bilge plating 35 (Fig. 1) are welded over the outside perimeters of the ribs forming sides and a bottom for the barge. The central section of the barge is if uniform construction, that is all the ribs are of the same shape and size. The limits of the central section are indicated at 0-0 (Figs. 1 and 2) and this section in typical embod ments may be 135 feet long, for a barge of 175 feet molded length, 11 feet molded height and 26 feet molded width. A rib spacing of two feet is convenient for such a barge.

Beyond the central section, the ribs are made progressively shallower, and progressively tilted inwardly with respect to the vertical, that is, tipped toward the center of the barge, as shown, to define rake ends. Thus, referring to Fig. 11, five ribs are shown beyond the central section, numbered 36, 3|, 32, 33 and 34, of progressively shorter vertical dimensions, while the radius of curvature of the bends, and the horizontal length,

The ribs are shown as of channel-beam shape, and are of two-part conr The ribs are advantageously remain unchanged from one end of the barge to the other. Ribs 3d, 3!, 32 and 33, and the last rib 26 of the central section, lie in planes radiating from a single horizontal axis (not shown) above the barge, this imaginary axis being conveniently about 11 feet above the top of the barge for an 11 foot barge. Hull plating is likewise welded to these ribs, and the curved bilge plating S5 is continued along the bends, as shown (Fig. l). Ribs 3D to 34 are trussed with angleiron trusses as indicated at I39, I3I, i312, I33 and i3 1, and the tops of the trusses are arranged at such height (cf. Fig. 11) as to support a slanting bulk head plate 55, described in detail below. Only the top angle-iron members of trusses I- 1st appear in Fig. 11. A pair of longitudinal trusses (Figs. 1 and 2) is provided each comprising a curved member 36 conforming to, and welded to, the bottom pieces of rake-end-ribs 58 to 34. Each truss further comprises an inclined member 47 welded to the rib trusses I 30, E and I32, a horizontal member 48, and struts 59-53 arranged as shown in Fig. 1 to stifien the truss. Deck plating 56 is welded to the tops of ribs 33 and 34 (the tops of these ribs, with the deck plating omitted, appear in Fig. 13), and is supported from horizontal truss member 48 by transverse joists 84, 95 and 96 (Figs. 1 and 11) which rest on member 53 and are welded thereto.

The rib trusses 536-434 and the longitudinal trusses cooperate to form a very rigid framework in the rake ends, reinforcing the rake ends against shocks in all directions.

The tops of the U -shaped ribs 23 have quasitrapezoidal gusset plates 38 Welded thereto and. extending inwardly, as shown (Fig. 3). Each plate is flanged at I38 and 238 as shown (Figs. 3 and 7). A heavy structural steel girder or flanged plate of channel section 39 is welded along the tops of the plates at 43 and is also welded to the hull plating at ll. This girder plate forms a gunwale and because of its rigid attachment to the hull plating and associated parts, it cooperates with the hull plating, the lining plates and the ribs to define a box girder. These gunwales act so to speak as twin keels, stiffening the whole barge. End ribs 31), 3| and 32 likewise have trapezoidal plates 38 welded thereto as in the case of ribs 20. The gunwale girders 39 extend to points G (Figs. 1 and 2).

The bumper end construction is best shown in Figs. 1, 4, 13 and 14. A pair of heavy channel beams 65 and 56 are welded to a heavy curved plate 42 abutting rib 34 and welded thereto at 67. These beams are of substantial construction. Heavy bumper plates 68 and 69 are disposed outside the girders and plate 42, and straps 5'! provide additional reinforcement. Upper and lower curved plates 10 and H are arranged as shown in Fig. 13, similarly to plate 42. A small curved plate 72 is fitted into the corner of the barge (Fig. 13) for additional reinforcement. The assemblage of elements described transmits shocks to rib 34 and to bilge plates 35 and the rake end bottom plate I3. Plate 69 overlaps plate 13 as shown. A pair of struts I l and 15 reinforce rib 3 3 from rib 33. The curve of plate 69 is substantially a quadrant of an ellipse, being the intersection of the circular knuckle plating with the plate 63.

The deck plating, bulkhead and the bilge plating and side and bottom plating of the rake ends cooperate to define a water-tight air compartm nt, one at each end of the barge.

Shocks at the bumper ends of the barge are transmitted to the hull sides through deck plating 56, the inner trusswork of the compartments, and the hull plating and bilge plating. The construction is such as to distribute bumps and shocks in a very effective manner, no matter from what direction the shocks come.

The rake end decks are slightly inclined upwardly, as is apparent from Figs. 1 and 11.

The hold or hopper of the barge is defined at each end by the slanting bulkheads 45. A wooden floor 69 laid on the horizontal portions of the ribs provides a bottom. The sides of the cargo space are defined by inner plating 6| extending along the underside of rib plates 38 and welded thereto and to the gunwale girders; side plating 62 welded to the vertical legs of the ribs and inclined plating 63 welded to the inclined edges of plates 25 (Fig. 3). These welds are of the plug type as indicated at H in Fig. 12.

Referring to Fig. 3, the inwardly extending gunwales provide in effect a guard rail all along the barge sides, which protects the hull walls from damage when the unloading bucket is allowed to bump the sides of the barge. This 'arrangement eliminates a weak point in conventional barges, which are often subject to damage by careless handling of the buckets. The in clined plates 38 overlap the gunwale girder as shown, so that no projecting edge is left which might catch the unloading bucket on its upward swing.

The slanting portions 83 of the lining cause coal to gravitate towards the center of the barge, when the barge is being unloaded, making for easy unloading.

If desired, somewhat greater cargo space can be afforded, without any substantial lessening in rigidity of the barge, by omitting the vertical I lining plates and carrying plates El and 53 clear back to the hull plating. Fig. 12 shows such modification. Lining plates [6| and IE3 are fitted around the vertical legs of the ribs as shown and are welded to the hull plating.

of coal than when the vertical lining plates 62 are used.

As stated, the barge is of welded construction throughout. For the sake of clarity of presentation, only some of the welds are shown in detail in the drawings.

The barge is fitted with the usual fittings including stanchions and splashboards and a cylindrical well I59 is provided for pumping out bilgea The barge is ordinarily embodied in steel but is equally well susceptible to embodiment in aluminum or aluminum alloys. While the invention is shown embodied in a coal barge it can of course be embodied in vessels for other purposes with appropriate modifications.

The present barge is of remarkably uniform strength considered with respect to all types of stresses to which barges are subjected. Among these stresses are those tending to break the back of the barge, such as wave action and the buoyancy of the end compartments. The box-girderlike hull walls with the reinforcing gunwales effectively take care of these. There are also stresses tending to spread the side walls of the barge apart, for example overloading with coal or ore piled high. The reinforced-bend U-shaped ribs and the plates attached thereto resist these stresses. Axial stresses and shocks are resisted by the bumper ends and the interior bracing of Such construction provides capacity for several more tons the rake ends. The gunwales and inner lining plates also effectively protect the barge against localized shock stresses due to dropping of boulders or bumping of the barge by steam shovels and buckets.

What I claim is:

l. A barge of integral construction comprising a series of transverse U-shaped ribs having upwardly extending legs and horizontal portion spaced parallel to each other and extending continuously across the width of the barge, the ribs in the central part of the barge being vertical and the ribs adjacent each end being progressively shallower and tipped with progressively greater inclination toward the middle of the barge, hull plating attached to the outside of the ribs so as to form a flat-bottom hull with upwardly curving rake ends, and plates welded to the inside of the ribs so that the ribs, hull plating and inner plating cooperate to form box-girder-like hull walls.

2. A barge comprising a series of U-shaped transverse ribs each having a horizontal portion and two vertical legs merging into the horizontal portion, spaced along the length of the barge and becoming shallower towards each end, continuous plating welded inside and outside the ribs over the peripheries thereof to form a hull of box girder construction, and stiffening girders, overlapping the continuous plating and welded along the tops of the ribs and to the continuous plat- 3. A barge comprising a plurality of U-shap-ed transverse ribs spaced along the length of the barge, the ribs adjacent, each end of the barge being of progressively decreasing height and of increasing inclination with respect to the amidships section of the barge, continuous hull and bilge plating welded over the outsides of the ribs so as to form a hull with a central section of uniform section and curving rake ends, continuous plating welded along the inner sides of the ribsand a girder overlapping the top of the hull plating and inner plating and welded along the tops of the ribs and the top of the hull plating and inner plating.

4. A barge of unitary construction with rein forced rake ends, comprising a plurality of U- shaped transverse ribs spaced along the length of the barge, the ribs adjacent each end of the barge being of progressively decreasing height and of increasing inclination with respect to the vertical, hull plating welded to the outsides of the ribs, longitudinal trusse attached to the end ribs and supporting the end ribs in fixed relation 5 to each other, and cross trusses for the end ribs stiffening said ribs in the plane of the ribs, said cross trusses comprising transverse bars fastened to and connectin the upright portions of the ribs and struts connecting the transverse bars with the horizontal portion of the ribs, and inclined bulkhead plating welded over at least some of said transverse bars, whereby said truss-e end ribs and plating cooperate to define hollow reinforced rake ends resisting shocks in all directions.

A barge comprising a central section including a plurality of transverse ribs of U-shape and having a horizontal portion and two upright legs curvedly merging therewith, hull plating welded to the ribs, two rake end sections likewise including a plurality of transverse ribs and hull plating welded thereto, said transverse ribs in the rake end sections having progressively shorter legs toward the end of the barge and bein progressively inclined more and more toward the amidships section of the barge, lining plates attached to the inner sides of the ribs in the central section defining the sides of a cargo space, inclined bulkheads adjacent each end of the barge defining the ends of the cargo space, said bulkheads being spaced from the rake end bottoms to define buoyancy compartments, and truss mean attached to, and arranged between said rake end ribs and said bulkheads, for supporting said bulkheads and for reinforcing the rake ends.

6. A vessel comprising a plurality of U-shaped transverse ribs, each made up of a pair of girders, each girder having an upright portion, a bent portion of are substantially 90 degrees, and a horizontal portion terminating adjacent the lon gitudinal central axis of the vessel and splicewelded to the terminal portion of the other girder of the pair, stiffening plates welded to the bent portions of said girders, having edges slanting outwardly away from the longitudinal central axis of the vessel and extending from the horizontal portions of the girders to the upright portions of the girders whereby to stiffen said bent portions, curved plating conforming to the outer periphery of said bent portions and welded to said bent portions, and plates extending longitudinally with respect to the longitudinal central axis of the vessel and secured to the inclined edges of the stiiiening plates, and defining inclined side walls forming with the bottom of said vessel a hopper bottom.

7. In a vessel, a series of U-shaped transverse ribs, hull plating welded to the outside thereof, gusset-plates secured to the tops of the ribs, each gusset-plate having a substantially horizontal upper edge of length sufficient to project inwardly toward the central vertical plane of the vessel beyond the inner edges of the ribs and each gusset-plate further having an inclined lower edge extending from the upper portions of the ribs inwardly and upwardly toward the central vertical plane of the vessel, in overhanging relation to the space defined between the inner edges of the ribs, longitudinal girders welded along the tops of said gusset-plates and along the top edge of said hull plating in overlapping relation thereto and plating welded along said overhanging inclined gusset-plate edges and longitudinal girder in overlapping relation thereto.

8. In a vessel having transverse ribs and hull plating welded thereto and defining a hull and rake ends, a substantially vertical bumper plate means at the end of the vessel extending at a right angle to the length of the vessel, and having curved end portions, of are substantially 90 degrees, terminating in the plane of the hull plating and welded at the ends thereof to said hull plating, a straight transverse bumper girder at the end of the vessel, extending longitudinally along and abutting said bumper plate means and ten minating short of the rounded ends thereof, and horizontal plate means of contour conforming to the inner contour of the curved end portions of the bumper plate means, welded to the end portions of the girder and to the interior of the rounded ends of the bumper plate means, for transmitting shocks from the bumper plate means and girder to the hull plating.

9. In a vessel a series of U-shap-ed transverse ribs, hull plating welded to the outside thereof, gusset-plates secured to the tops of the ribs, each gusset-plate having a substantially horizontal upper edge of length sufiicient to project inwardly toward the central vertical plane of the vessel beyond the inner edges of the ribs and each gusset-plate further having an inclined lower edge extending from the upper portions of the ribs inwardly and upwardly toward the central vertical plane of the vessel, in overhanging relation to the space defined between the inner edges of the ribs, longitudinal gunwale girders welded along the top edges of said gusset-plates and along the top edge of said hull plating, and plating welded to the inclined edges of said gusset-plates and to the longitudinal girder and to the inside of the hull plating, whereby to form a, gunwale of hollow triangular cross section.

ANDREW M. KENNEDY. 

